RE: Ford Escort RS Cosworth: PH Used Buying Guide
Discussion
stuarthat said:
legless said:
rouflab said:
In 1990 I bought a Brand New RS2000 the one with the bulges in the bonnet
No you didn't. Not in 1990 anyway. Anyhow, given that the only things the Cosworth shares with the RS2000 are some lights, a dashboard and a few body panels, it's not really relevant is it?
legless said:
stuarthat said:
legless said:
rouflab said:
In 1990 I bought a Brand New RS2000 the one with the bulges in the bonnet
No you didn't. Not in 1990 anyway. Anyhow, given that the only things the Cosworth shares with the RS2000 are some lights, a dashboard and a few body panels, it's not really relevant is it?
"The 150 PS (110 kW) RS2000 also appeared in the autumn of 1991 with a 16v version of the Sierra's I4 2.0 L engine"
aaron_2000 said:
legless said:
stuarthat said:
legless said:
rouflab said:
In 1990 I bought a Brand New RS2000 the one with the bulges in the bonnet
No you didn't. Not in 1990 anyway. Anyhow, given that the only things the Cosworth shares with the RS2000 are some lights, a dashboard and a few body panels, it's not really relevant is it?
"The 150 PS (110 kW) RS2000 also appeared in the autumn of 1991 with a 16v version of the Sierra's I4 2.0 L engine"
It always seems to get slated though, but I have fond memories of it and I loved the Recaro seats big time.
SimboRS said:
What information are you looking for?
It’s impossible to value a car Without seeing it and it’s relevant paperwork/history. There’s a few different “motorsport” versions though, sometimes these are confused with “standard” editions.
Hello, thank you, someone I know has one of these cars, and gets made really high offers. I suppose what I would be interested in is how many of the cars intended to be turned into rally cars remained as unmodified road cars? Thanks!It’s impossible to value a car Without seeing it and it’s relevant paperwork/history. There’s a few different “motorsport” versions though, sometimes these are confused with “standard” editions.
s m said:
Well, the original designer of the rear wing arrangement, Frank Stephenson, wanted to do a triple wing as an homage to the Red Baron's plane. The idea was stymied by the project accountants and that particular pic was a representation of how the wing might have looked if it had made it into production. It was done for Wheeler Dealers US show with Frank's input and tested at Darko Technologies
See here at 9:30 into the interview for some more info
https://www.formtrends.com/full-chat-mclaren-frank...
Iv seen that before mate, frank stephenson wasn’t in charge of the rear wing AFAIK, he was a junior designer at the time, while Iv no doubt the 3 wing thing might have been suggested it never made it past the sketch stage. Those 2 tv guys have done it for publicity IMO. Stephen harper was in charge of the aerodynamics I think, and Iv got a copy of some the original sketches and none of them show a 3rd wing. The 2 wings you see on the car met the downforce requirements, See here at 9:30 into the interview for some more info
https://www.formtrends.com/full-chat-mclaren-frank...
SimboRS said:
s m said:
Well, the original designer of the rear wing arrangement, Frank Stephenson, wanted to do a triple wing as an homage to the Red Baron's plane. The idea was stymied by the project accountants and that particular pic was a representation of how the wing might have looked if it had made it into production. It was done for Wheeler Dealers US show with Frank's input and tested at Darko Technologies
See here at 9:30 into the interview for some more info
https://www.formtrends.com/full-chat-mclaren-frank...
Iv seen that before mate, frank stephenson wasn’t in charge of the rear wing AFAIK, he was a junior designer at the time, while Iv no doubt the 3 wing thing might have been suggested it never made it past the sketch stage. Those 2 tv guys have done it for publicity IMO. Stephen harper was in charge of the aerodynamics I think, and Iv got a copy of some the original sketches and none of them show a 3rd wing. The 2 wings you see on the car met the downforce requirements, See here at 9:30 into the interview for some more info
https://www.formtrends.com/full-chat-mclaren-frank...
Stephen Harper worked for the MGA design agency under director Peter Horbury and did indeed pen the overall design of the Escort Cosworth but like many parts on the car, various parts will be done in detail by different people and integrated into the final product. For example, the classic rounded 5 spokes were done by Neil Simpson - Ford designer. Stephen also says that some of the design details on the car were done by other people like Ian Callum from Ford DS ( front bumper ) and the wing designs were done at the Ford Design studio in Cologne. Stephen’s story on the car even says that too.
As I said originally
“Frank Stephenson, wanted to do a triple wing as an homage to the Red Baron's plane. The idea was stymied by the project accountants and that particular pic was a representation of how the wing might have looked if it had made it into production”
s m said:
Frank Stephenson worked under Andy Jacobsen at the Ford Design Studio in Cologne Germany and as they were stretched at the time a lot of design work was farmed out
Stephen Harper worked for the MGA design agency under director Peter Horbury and did indeed pen the overall design of the Escort Cosworth but like many parts on the car, various parts will be done in detail by different people and integrated into the final product. For example, the classic rounded 5 spokes were done by Neil Simpson - Ford designer. Stephen also says that some of the design details on the car were done by other people like Ian Callum from Ford DS ( front bumper ) and the wing designs were done at the Ford Design studio in Cologne. Stephen’s story on the car even says that too.
As I said originally
“Frank Stephenson, wanted to do a triple wing as an homage to the Red Baron's plane. The idea was stymied by the project accountants and that particular pic was a representation of how the wing might have looked if it had made it into production”
Cool info, where did you get that?Stephen Harper worked for the MGA design agency under director Peter Horbury and did indeed pen the overall design of the Escort Cosworth but like many parts on the car, various parts will be done in detail by different people and integrated into the final product. For example, the classic rounded 5 spokes were done by Neil Simpson - Ford designer. Stephen also says that some of the design details on the car were done by other people like Ian Callum from Ford DS ( front bumper ) and the wing designs were done at the Ford Design studio in Cologne. Stephen’s story on the car even says that too.
As I said originally
“Frank Stephenson, wanted to do a triple wing as an homage to the Red Baron's plane. The idea was stymied by the project accountants and that particular pic was a representation of how the wing might have looked if it had made it into production”
Someone’s deleted other comments here?.
Back in the day very little would match a cosworth on the road. My father had a Sapphire 4x4 and small turbo mallard green example in 1994. The Escort was quicker of the mark but slower top end, and was a lot more twitchy than the Sapphire on turn in. The Escort was more attention grabbing than any supercar barring an F40 however.
I bought a Sapphire 4x4 for £5k one owner 40k miles shortly after ours was nicked. Well lane chipped it to 280bhp whereby it was glued to the bumper of an impreza P1 in an impromptu countryside run. He had the edge off the line due to the long throw on the gearbox, the selectors failed the next week.
I then had it stage 2 with Bosch 803 injectors 3 bar map sensor exhaust, standard T3 and it was the quickest point to point weapon even today. Nice to see the stats of the BBR car as I knew it was a 4sec to 60mph under 10 sec to 100mph without figuring it; it was neck and neck down an empty autobahn with a Porsche 996 turbo! It hit 170 off the clock with ease.
Great cars, needed other monthly maintenance at 350bhp (turbo and heater matrix expired) but a champagne car for lemonade money back then, and needed only minimal tuning to really bring the car to life. Cosworths also weigh a couple of hundred kilos less than let's say a contemporary Golf R.
I bought a Sapphire 4x4 for £5k one owner 40k miles shortly after ours was nicked. Well lane chipped it to 280bhp whereby it was glued to the bumper of an impreza P1 in an impromptu countryside run. He had the edge off the line due to the long throw on the gearbox, the selectors failed the next week.
I then had it stage 2 with Bosch 803 injectors 3 bar map sensor exhaust, standard T3 and it was the quickest point to point weapon even today. Nice to see the stats of the BBR car as I knew it was a 4sec to 60mph under 10 sec to 100mph without figuring it; it was neck and neck down an empty autobahn with a Porsche 996 turbo! It hit 170 off the clock with ease.
Great cars, needed other monthly maintenance at 350bhp (turbo and heater matrix expired) but a champagne car for lemonade money back then, and needed only minimal tuning to really bring the car to life. Cosworths also weigh a couple of hundred kilos less than let's say a contemporary Golf R.
As an Integrale owner since 2001, I'm following this thread with interest. Always been a fast Ford fan, and leonintegra's ownership experience seems so similar to mine.
Much more positive attention than any supercar, the satisfaction of owning something with real motorsport pedigree, a mild tweak releases bonkers performance (funnily enough I too have had a v similar experience vs a 996 turbo!), and maintenance is best considered a rolling restoration.
I had come on here to post a question as to why there was such a price discrepancy between the Integrale and the Cossie, but then a quick check of the latest classifieds shows they've both gone stratospheric! Can't say I'm too happy about that... I use mine for the school run. Hate the idea of a mum in a Chelsea tractor writing mine off.
Much more positive attention than any supercar, the satisfaction of owning something with real motorsport pedigree, a mild tweak releases bonkers performance (funnily enough I too have had a v similar experience vs a 996 turbo!), and maintenance is best considered a rolling restoration.
I had come on here to post a question as to why there was such a price discrepancy between the Integrale and the Cossie, but then a quick check of the latest classifieds shows they've both gone stratospheric! Can't say I'm too happy about that... I use mine for the school run. Hate the idea of a mum in a Chelsea tractor writing mine off.
leonintegra36 said:
I then had it stage 2 with Bosch 803 injectors 3 bar map sensor exhaust, standard T3 and it was the quickest point to point weapon even today. Nice to see the stats of the BBR car as I knew it was a 4sec to 60mph under 10 sec to 100mph without figuring it; it was neck and neck down an empty autobahn with a Porsche 996 turbo! It hit 170 off the clock with ease.
I like Cosworths, I chucked £14k at one in 1990, but there's no way one with a standard T3 would match a 996tt unless something was wrong with it. The Porsche is a 190mph car with very little turbo lag. And it's got better traction.Harris_I said:
Can't say I'm too happy about that... I use mine for the school run. Hate the idea of a mum in a Chelsea tractor writing mine off.
I guess at least if you have it insured at a higher value there’s maybe less chance of a small bump writing it off ...although I guess parts can be difficult with old stuff.Re the performance/tuneability, the engines originally came out at 265-270 bhp - Cosworth had to ‘soften’ them off at Ford’s insistence
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